CM @Lisa_Herbold: "We do not have any research locally that shows that people are giving up their cars because they live near transit." RT if you have given up or chosen not to buy a first or second car because you have access to transit in or around Seattle!

1. By a 7-1 vote Monday (Kshama Sawant was absent, having just landed back in Seattle from a socialism conference in Germany), the city council adopted parking reform legislation that will lower parking mandates in certain parts of the city, require more bike parking in new developments, redefine frequent transit service so that more areas qualify for exemptions from parking mandates, and unbundle rent for housing from rent for parking, so that renters who don’t need parking spaces don’t have to pay for them.

As promised last week, council member Lisa Herbold introduced an amendment that would give the city’s Department of Construction and Inspections the authority to impose environmental “mitigation” measures on new developments in areas where there is no parking mandate and where more than 85 percent of on-street parking is generally occupied by cars. (Herbold raised objections to the unbundling provision and the new definition of frequent transit service in committee, too—and voted against sending the legislation to full council—but only reintroduced the mitigation amendment on Monday). Under the State Environmental Policy Act, “mitigation” is supposed to reduce the environmental impact of land-use decisions; Herbold’s argument was that measures such as imposing minimum parking requirements, reducing non-residential density, and barring residents of new apartments from obtaining residential parking permits would mitigate the environmental impact caused by people circling the block, looking for parking. (At the advice of the city attorney, Herbold said, she removed the RPZ language from her amendment).

Citing parking guru Donald Shoup—whose book “The High Cost of Free Parking” has been the inspiration for many cities to charge variable rates for on-street parking, depending on demand—Herbold said 85 percent occupancy was “a good compromise between optimal use of the parking spots and [preventing] cars [from spending] five, ten minutes driving around looking for a parking spot.” But Shoup never said that the correct response to high on-street parking usage was to build more parking; in fact, he argued that overutilization is a sign that cities need to charge more for parking so that fewer people drive to neighborhoods where parking is at a premium. Shoup’s primary point wasn’t, as Herbold suggested, that the problem with scarce parking is that people burn gas while looking for a parking spot; it was that too many or too few vacancies is a sign that parking isn’t priced correctly, and the price should be adjusted accordingly.

Ironically, after her amendment failed, Herbold turned around and slammed Shoup for using what she called outdated data. But Shoup (and Johnson) got the last laugh. From the council press release on the passage of the legislation:

Council Bill 119221 aims to ensure that only drivers will have to pay for parking, which seems fair,” said Donald Shoup, author of The High Cost of Free Parking. … “If drivers don’t pay for their parking, someone else has to pay for it, and that someone is everyone. But a city where everyone happily pays for everyone else’s free parking is a fool’s paradise.”

2. Now that longtime state Sen. Sharon Nelson (D-34) has announced that she will not seek reelection, Herbold’s onetime opponent, Shannon Braddock, is reportedly considering a bid for Nelson’s seat. Braddock, who serves as deputy chief of staff to King County Executive Dow Constantine, lost to Herbold in the 2015 council election. State Rep. Joe Fitzgibbon (D-34) told the West Seattle Blog this week that he did not plan to run for Nelson’s senate seat.

3. The King County Democrats will hold a meeting for all the precinct committee officers (PCOs) in the county to vote on whether to remove the group’s embattled chairman, Bailey Stober, from his position on Sunday, April 15. The meeting will come one week after a closed-door trial by a committee that will make its own recommendation about whether Stober should stay or go.

Stober, who has been accused of sexual harassment, creating a hostile work environment, bullying, and financial misconduct, has refused to step down from his position despite the fact that more than 60 percent of the voting members of his executive board have asked him to resign. Under King County bylaws, Stober can only be removed by a vote of two-thirds of the PCOs who show up at Sunday’s meeting—and, as I’ve reported, many PCOs who have been appointed will be unable to vote at the meeting specifically because Stober has failed to approve their appointments. Some of those PCOs have been waiting for Stober’s sign-off since last fall.

This document outlines the case against Stober, who is accused of sexually harassing and bullying his lone employee, Natalia Koss Vallejo, before firing her without board approval, “engag[ing] in physical altercations while with staff and other party members,” using Party money to fund certain candidates he personally favored while leaving others high and dry, and spraying Silly String in Koss Vallejo’s face while she was driving, an incident Stober filmed and posted on Instagram.

And this document contains Stober’s rebuttal, which he also posted to his personal website last month. The rebuttal includes a lengthy text exchange in which Stober pressures Koss Vallejo to leave her own birthday party to come out drinking with him and she resists, in a manner that is likely familiar to anyone who has tried to say no nicely to a man who won’t take no for an answer (an especially tricky situation when that man is your boss.) It also includes several claims that have been disputed, including Stober’s claim that the group’s treasurer, Nancy Podschwit, approved Koss-Vallejo’s firing, which she says she did not.

On Monday, Stober responded to a Facebook invitation to the PCO meeting, saying he guessed he would “swing by.”

4. The King County Democrats aren’t the only ones accusing Stober of fiscal misconduct. So is the state attorney general, in a separate case involving one of Stober’s three unsuccessful campaigns for Kent City Council. The state attorney general’s office has been trying to get Stober to hand over documents related to his 2015 council run since 2017, when the AG took the unusual step of issuing a press release publicly demanding that Stober give them the documents. On March 21, the state attorney general’s office ordered Stober to pay the state $5015 in attorneys’ fees in a case involving campaign finance violations in 2015. According to court records, Stober repeatedly refused to hand over documents the attorney general requested despite multiple orders compelling him to do so. Stober’s attorneys removed themselves from his case in early March.

If you enjoy the work I do here at The C Is for Crank, please consider becoming a sustaining supporter of the site or making a one-time contribution! For just $5, $10, or $20 a month (or whatever you can give), you can help keep this site going, and help me continue to dedicate the many hours it takes to bring you stories like this one every week. This site is funded entirely by contributions from readers, which pay for the time I put into reporting and writing for this blog and on social media, as well as reporting-related and office expenses. Thank you for reading, and I’m truly grateful for your support.

1. The city council continues to debate legislation that makes modest changes to the current rules regulating parking in new buildings, with West Seattle city council member Lisa Herbold continuing to lead the charge against changes to the code that might impact drivers in her district by increasing the walk between their cars and their homes. The updates would, among other changes, change the definition of “frequent transit service”—a direct response to a group of Phinney Ridge homeowners challenging a development on Greenwood Avenue that is directly on a major bus route. The homeowners claim that because the route’s actual schedule varies at rush hour due to traffic, the area doesn’t actually have frequent transit service.

Additionally, the legislation would:

• Allow “flexible-use parking,” which would allow shared parking between buildings (for example, if one apartment building had empty spaces during the day, a retail building without parking next door might rent some of those spaces for their customers.)

• In developments where parking is required, allow that parking to be up to a quarter-mile away from the building (up from 800 feet), in keeping with the definition of accessible transit as all areas within a quarter-mile of a bus stop served by frequent transit.

• Require landlords to charge for parking separately from rent, to “unbundle” the cost of parking from the cost of a unit.

• Reduce parking requirements for some large institutions and affordable-housing providers.

• Require more bike parking in new developments.

Herbold, who previously argued that the city’s studies showing a low level of car ownership among renters in dense areas don’t account for areas like her district, where most people drive, made the case Tuesday that the city should open up developments where parking is not required to challenges under the State Environmental Policy Act, which are generally intended to mitigate the environmental impact of proposals, not their impact on convenient car use. If SEPA analysis determined that there wasn’t “enough” parking in an area, the city could take a number of actions, including—Herbold suggested—denying residential parking zone permits, which are currently available to all residents of the city, to the tenants in that building. (Herbold pointed out that her proposal would also apply to people buying new condos, but the fact is that the overwhelming majority of new units in Seattle are apartments, not condos).

Herbold also argued that the proposal to allow parking a quarter-mile away from new buildings that are required to have parking could discriminate against elderly people, for whom, she said, “I’ve seen estimates that an acceptable walking distance” is between 300 and 600 feet. “We talk about Seattle wanting to be an age-friendly city, and I’m just concerned that the proposed change to a quarter mile does not serve the needs of that aging population.” A few minutes later, though, she undermined her case by saying that if the quarter-mile rule for car parking passed, she would propose that developers be allowed to move their mandatory bike parking up to a quarter-mile away; after all, she argued, if a quarter-mile is the rule for cars, shouldn’t it be the rule for cyclists, too? Council member Mike O’Brien pointed out that cars and bikes have very different impacts and serve different purposes; instead of “trying to pretend that cars and bikes are identical and have the same impacts,” he said, the city should adopt bike parking requirements that actually work for bike riders—and encourage cycling, which is already official city policy.

2. If Herbold’s RPZ idea sounds familiar, that’s because it has been proposed loudly and often by homeowner activists , who see it as a kind of “gotcha” that will demonstrate that people who move into buildings without parking actually own cars and plan to park them on the street. Taking away their ability to park on the street serves as both a punishment meted exclusively against renters in new buildings (on behalf of homeowners and incumbent renters who own cars) and a targeted I-told-you-so.

RPZ restrictions were one of many proposals to stick it to developers and renters during a rowdy meeting of the Phinney Ridge Community Council Monday night. Staffers from the Seattle Department of Transportation, the Department of Construction and Inspections, and council member Rob Johnson’s office came to present the legislation and ask questions, but the “Q&A” devolved into a shouting match before it even began.

SDCI’s Gordon Clowers, Johnson staffer Spencer Williams, and SDOT staffer Mary Catherine Snyder only made it through a few minutes of their presentation before members of the crowd—mostly white, mostly gray-haired—began pelting them with rhetorical questions. “Have you considered shift workers who might work at night” in your parking vacancy studies, one woman wanted to know. (Yes). “If you say, ‘You can’t lock your door'”—a reference to shared parking, which would allow shared use of parking garages—”and there’s a whole lot of break-ins, who fixes it?” (That’s a question for the landlord.) “If most neighborhoods are facing growth and most people are looking for on-street parking, there’s eventually going to be such a rat race of parking demand, looking for that last free spot, that it’s not going to be viable.” (Not a question).

I sat and listened as a woman behind me stage-whispered, “SO WRONG. SO WRONG. SO WRONG” while Williams explained that people living in subsidized housing are less likely to own cars, and I watched as people shouted him down when he tried to explain the rationale behind allowing buses that sometimes arrive every 16 minutes to count as “frequent transit service” for the purposes of parking policy. I heard a dozen people start yelling in unison when Williams was insufficiently surprised that 1,700 apartment units are in the pipeline along the 5 bus route from Shoreline to Fremont (“That’s been part of our growth strategy since the 1990s”), and I listened as grown adults screamed “Bullshit!” when Clowers said the city wasn’t trying to force people out of their cars and when a different person told Clowers he was full of, again, “bullshit,” because “you can interrupt us but we can’t interrupt you.”

Listening to the Phinney Ridge homeowners in the room, you would think that Seattle is a city where it’s impossible for anyone to get around without a car, where no one takes the bus because they’re all too full anyway, where the local transit agency fabricates bus schedules from whole cloth, and where parking policy is made without consideration for “working-class” residents with work trucks and delivery vehicles. If I hadn’t known that I was sitting in one of the most expensive neighborhoods in the city, in a roomful of homeowners motivated not by altruism but by the desire to park their cars near their houses, I would think Seattle was in the middle of a class war between elitist city policymakers and paycheck-to-paycheck laborers getting screwed over by policies designed to crush working-class renters.

But that isn’t what’s happening here. Instead, the city is starting to make progress toward adapting its parking policies for the next 50 years, when driving alone in privately owned cars will become the exception, not the rule. It’s hard to see the future when the present is all that’s in front of you—if you and all the people you know own cars, it’s easy to imagine that everyone else does, too, and will for the foreseeable future. Policy makers, and elected officials, are supposed to look beyond the next few years and think about how people who haven’t even arrived in the city yet will want to live 20 years from now, especially when crafting land-use policies that will have implications for decades. It’s a shame when otherwise progressive elected officials can’t see beyond the immediate self-serving demands (for ample, free, convenient parking; for laws preserving single-family neighborhoods) of their current constituents.

3. In an example of the kind of inconveniences transit riders are frequently subjected to, King County Metro will relocate its Route 4—a lifeline route that serves downtown, Harborview and Swedish Hospital, Garfield High School, and the Central District down to Judkins Park—for a year, moving the line four blocks to Martin Luther King Jr. Way S. S. in the Central District. That’s inconvenient enough, but Metro is adding an extra wrinkle: Bus riders will also be forced to transfer to a different bus at 21st and Jefferson, making an already slow route that is frequently delayed even slower. Metro says they had to add the transfer because there aren’t enough diesel hybrid buses to run along the route, which is on wires until it gets to 23rd and Jefferson, on weekdays. In response to my tweet about this yesterday, Metro said that “to minimize the inconvenience, hybrids will serve the entire route on weekends, when hybrids are more available than during the w[ee]k.” I have asked why hybrids couldn’t be made “more available” for this route, given that riders will already face a year-long route change; they said they’d get back to me later today.

Last year, the agency dead-ended the route at 21st Ave. and Jefferson Street, forcing people headed south to transfer to the Route 48 bus two blocks away.

If you enjoy the work I do here at The C Is for Crank, please consider becoming a sustaining supporter of the site or making a one-time contribution! For just $5, $10, or $20 a month (or whatever you can give), you can help keep this site going, and help me continue to dedicate the many hours it takes to bring you stories like this one every week. This site is funded entirely by contributions from readers, which pay for the time I put into reporting and writing for this blog and on social media, as well as reporting-related and office expenses. Thank you for reading, and I’m truly grateful for your support.

A look back at some of the meetings I didn’t get around to covering last week:

1. Last week, as the city council’s Planning, Land Use, and Zoning committee began to discuss legislation that would overhaul parking requirements for new development around the city, council member Lisa Herbold argued that the city should do a more extensive study of parking demand before adopting parking reforms that could result in developments with less parking per unit. A 2012 King County survey of 95 existing buildings Seattle concluded that about 35 percent of parking spaces sit vacant at night, but Herbold wondered why the city hadn’t done a more recent survey, in the years since the council eliminated parking minimums in the densest urban areas. “If we’re going to be changing policies based on our perception of our success. I think it ‘s just helpful to have data about unused parking in buildings where we’ve been doing this for a while,” Herbold said. A council staffer countered that doing so would require the city to seek permission from landlords to get inside their garages in the middle of the night, and suggested that the data probably wouldn’t be much different than it was five years ago. According to the Seattle Department of Construction and Inspections (SDCI), the average apartment has 0.72 parking spaces, and the average demand for parking ranges from 0.3 to 0.8 parking spaces per unit.

Herbold also questioned the city’s conclusion that between 40 and 48 percent of Seattle renters do not own cars, citing a statistic showing that 77 percent of people living in multifamily units own cars, until a city staffer pointed out that that data was regionwide. And, in a letter to SDCI director Nathan Torgelson that was included in last week’s committee materials, she questioned whether rents would actually go down if parking was “unbundled” from rent, meaning that renters without cars could not be forced to pay for parking spaces they will never use, and suggested that “most parking is unbundled,” a conclusion Torgelson said wasn’t accurate. “[D]ata from 2017 indicate that in the region about 50% of apartment buildings… have parking bundled into the costs of rents,” Torgelson wrote—a number that is higher in the southern half of the city, an area that includes Herbold’s West Seattle district.

The legislation would also change the definition of “frequent transit service” (one measure that determines where apartments may be built without parking) to an average frequency taken by measuring actual arrival times over an hour and ten minutes. Currently, if a bus is supposed to arrive every 15 minutes but it arrives one minute late once an hour, it doesn’t count as “frequent” enough to reduce or eliminate parking requirements; the new measure would average actual arrivals over time, to account for the fact that buses, like cars, sometimes get stuck in traffic.

The PLUZ committee will hold a public hearing on the parking reform proposals on February 21.

2. Reducing parking requirements for new buildings is one key element of the Housing Affordability and Livability Agenda, a plan to add housing, including affordable housing, across the city. Another cornerstone of HALA is a new requirement called Mandatory Housing Affordability, which requires developers of multifamily housing to include units affordable for people making less than 60 percent of the Seattle-area median income, or to pay into a fund to build affordable units elsewhere. A group calling itself SCALE (the Seattle Coalition for Affordability, Livability, and Equity) has sued to force the city into a longer, more drawn-out environmental review process to assess the impact of MHA, and a representative from the group, longtime Lake City neighborhood activist Sarajane Siegfriedt, gave a progress report to the Phinney Ridge Community Council last Tuesday.

Never has a room full of white North Seattle homeowners (most of them over 50, which I point out not to be ageist but as a sign of who generally has time to get super involved in neighborhood activism) acted so concerned about the fate of “large immigrant and refugee families” who would, Siegfriedt said, soon be unable to find houses for rent in Beacon Hill, Othello, and Rainier Beach if MHA went forward. “These are the only places where large immigrant families can rent,” Siegfriedt said, “so when we start talking about people living in single-family homes being exclusionary, well, that’s not true on the face of it. In fact, it’s a refuge.”

SCALE’s big objection to HALA is that it proposes allowing developers to build low-density multifamily housing in 6 percent of the nearly two-thirds of Seattle that is currently zoned exclusively for single-family housing. These upzones, which are confined to areas immediately adjacent to already dense urban villages and centers, will help accommodate some of the 120,000 people expected to move to Seattle by 2035. Siegfriedt said that by forcing the city to do individual environmental assessments for every single neighborhood that would be impacted by MHA, SCALE hopes to “delay [MHA] a year or more—and I hope we could get neighborhood planning back on the table.”

3. On Friday, the council’s finance and neighborhoods committee dug into the details of Mayor Jenny Durkan’s proposal to spend $2 million on rental vouchers for certain people at risk for becoming homeless. The program targets a subsection of people on the waiting list for Seattle Housing Authority Section 8 vouchers—federally funded housing vouchers that people can use to rent housing on the private market, as long as that housing is below the fair market rent set by HUD, currently around $1,200 for a one-bedroom apartment. The $2 million is part of $11 million the city expects to see from the sale of a piece of land in South Lake Union that currently houses the city’s radio-communications repair shop; the rest of the proceeds (which also include an early payment into the aforementioned MHA affordable-housing fund, for a total of $13 million) will pay to design a new fire station in South Lake Union, relocate the communications shop, and for “bridge housing” in the form of tiny houses and a seventh authorized encampment, this one for chronically homeless women.

To qualify for a temporary city voucher, a person must be on the SHA waiting list, currently housed but at risk of becoming homeless, and at or below 50 percent of area median income.

To give a sense of how many people who need housing and will actually be eligible for Durkan’s Bridge to Housing funding over the two years the pilot will be underway, consider: 22,000 people entered the lottery to get on SHA’s 2017 waiting list. Of those 22,000, just 3,500 won slots on the waiting list to get a voucher sometime in the next two or three years, or fewer than 16 percent. According to the city, about 15 percent of people on the 2015 waiting list were housed when they got on the list but became homeless. Using that figure, I extrapolated that (very roughly) 525 people on the current list are housed but at risk of becoming homeless. Extrapolating further, the average assistance for a person on this list works out to $158 a month over the two years of the pilot program. I’m sure there are factors I’m not accounting for—don’t @ me—but that’s a pretty paltry sum in a city where the average one-bedroom apartment now costs around $1,800.

4. It will be another month or so before the Seattle Ethics and Elections Commission releases its first-year report on Initiative 122, the voter-approved measure that imposed new campaign contribution restrictions and authorized public campaign financing through “democracy vouchers” sent to every registered voter, but two of the unsuccessful candidates for city council Position 8 (won by Teresa Mosqueda) showed up at the commission’s meeting last Friday to offer their own takes on what worked, and didn’t, about the program. Jon Grant, who received the maximum possible amount of $300,000 in public funding for his race against Mosqueda, praised the program, calling it “an outstanding success—and you know I’m telling the truth because I’m the guy who lost.”

But Hisam Goueli, another “guy who lost” in the same race—he failed to make it through the primary—said if he ever ran again, he wouldn’t participate in the program. Goueli said he spent “several hours every day begging people to complete the process,” which required candidates to receive and have King County Elections validate at least 400 signatures, along with 400 contributions of at least $10, from registered voters, before they were eligible for public funding. Goueli said he was finally cleared to use democracy vouchers the day before the election—too late to do a mailing or a last-minute ad push. Because he had opted to participate in the democracy voucher program, Goueli was subject to smaller contribution limits—$250, as opposed to $500—than candidates who didn’t participate, but he never saw any of the benefits.

And “those people who had the most money in democracy vouchers”—Grant and Mosqueda—”still won the primary,” Goueli said. “The program is a cumbersome process, and even if you do it, it doesn’t limit big money” in the form of independent expenditures, which the city does not have the authority to restrict. Mosqueda, who was the political director at the Washington State Labor Council before joining the city council, benefited from about $200,000 in outside spending by unions.

If you enjoy the work I do here at The C Is for Crank, please consider becoming a sustaining supporter of the site or making a one-time contribution! For just $5, $10, or $20 a month (or whatever you can give), you can help keep this site going, and help me continue to dedicate the many hours it takes to bring you stories like this one every week. This site is funded entirely by contributions from readers, which pay for the time I put into reporting and writing for this blog and on social media, as well as reporting-related and office expenses. Thank you for reading, and I’m truly grateful for your support.

The C Is for Crank is supported entirely by generous contributions from readers like you. If you enjoy the breaking news, commentary, and deep dives on issues that matter to you, please support this work by donating a few bucks a month to keep this reader-supported, ad-free site going. Your $5, $10, and $20 monthly donations allow me to do this work as my full-time job, so please become a sustaining supporter now.
If you don’t wish to become a monthly contributor, you can always make a one-time donation via PayPal, Venmo (Erica-Barnett-7) or by mailing your contribution to P.O. Box 14328, Seattle, WA 98104.
Thank you for keeping The C Is for Crank going and growing. I’m truly grateful for your support.